Speed-regulating mechanism.



E. L. ORGUTT, DECD. A. MADDOX a: E. N. HUTGHINS, EXEOUTORS. SPEEDREGULATING MECHANISM. APPLIOATION FILED JULY 12. 1909. RENEWED MAY 15,1914.

1 1 14,644. Patented Oct. 20, 1914.

a i I .wfiges sas IIlXZEIl-lur an STATES rare r orrrcn.

EDWARD L. ORCUTT, OF SOMEBVILLE, MASSACHUSETTS; FRI-ED A. MADDOX, 015MED- EOBD, EASSALGHUSETWS, ANID ELEM N; HUTCHINS, OF SOMERVILLE,MASSACHU- SETIIS, 'EXEGUTOiRS-JOF SAID QBGUTT, DECEASED.

Patented Oct. 20, 1914.

Application filed July 12, 1909, Serial'No. 507,229. Renewed Kay 15,1914. Serial No. 858,898.

To all whom it may concern a citizen of the United States, and aresident of Somerville, in the county oil-Middlesex and State ofMassachusetts, hawinvented a new and useiu'l Improvement .inSpeed-Regulating Mechanism, of which the following is a specification.

The object of the present invention is to provide means whereby theelectrical ap- Ipa'ratus em loyed for controlling an rakes may erendered inoperative when the speed of the train or other vehicleprovided with said brakes has been reduced to a predetermined rate.

The. drawings which accompany and form a part of this specificationillustrate two forms of apparatus and circuit arrangements whereby myinvention maybe carried into eflect; but it will be understood that boththe apparatus and circuit arrangements may be subjected to a wide rangeof variation without departing fromthe prinei le of my invention.

n the drawings Figure 1 represents diagrammaticall one embodiment of myspeed-regulating mechanism shown in connection with an apparatus forelectrically controlling air brakes, which I have described and claimed.in my application Serial No. 507,278, filed July 12, 1909. Fig.

- 2 is adiagram showing a modification.

'It willibe understood, however, that my speed-regulating mechanism 'isnot limited in its use to any particular air'brake control apparatus.

The casing 10 ofthe blanking valve ,17 is to be-attahed'to'thetrain-line pipe (not shown) by the nuts 9. The casing'is provided with achamber 12 having a bushing 13 and carrying a movable abutment shown inthe present instance as a iston '14 attached to the rod '16 which'isguided by the cap20. The movement of the piston rod is communicatedto the blanking valve 17, which slides upon the'seat 1.8,by theshoulders 22, and the 's ring '19 holds said valve upon its seat. T eretaining valves 26, 27, which are suitably constructed to control thepressure in the .itrain-line pipe,

, valve 26.

- The valve is centered by the movement of ipthe are connected to. the,pipe 24 which commumcates with .thechamber 23 when the valve; is in itsblanking position and the Valve 28 islocated to cut out the retainingThe pipe 34, connected between the main reservolr (not shown) and thepassages 31 In the casing 10, valve seat 35 ,and cap 38, conveys thecompressed air from ,the main reservo r .to, the chamber '39 in saidvcap. The rotary valve 43 is provided with ports, one of which ,is shownat.5 2 The port 52 communicates with the chamber56 upon the face of thevalve, which in the running-position of the valve, overlies the ports 49and 50 in the valve seat. The valve seat .35 is provided with the port51 with .which by means of the valve-port 55 the chamber 39 of the capcommunicates when the valve is in cut-ofi position thereby permittingthe main reservoir pressure to pass to the chamber '12. Thevalve-operating handle 40 is attached to the valve by the stem t2 andnut 41, said stem termipating as shown in a tenon which cooperates witha key-way formed in the upper part of the valve. pin a6 in the recess 45of'the valveseat.

The casing '57 of the electricallyroperated valve'58 is attached tothecasing 10 through the "insulating bushing 156. The electrically-operatedvalve 58 normally closescommun ca'tionbetween the passage 49and thewhistle 66 and is secured to the iston rod 59, to which the armature 64o the electromagnet 60'is attached. The-electromagnet 60 is energized bythe battery 68 and the circuit of said magnet and battery contains asuitable circuit controller such a the key 70. i

When the circuit of the battery-'68 and magnet 60 is opened, thearmature 64 falls to the bottom of the casing 63 thereby uncovering theseat of the-valve,v58, so that the pressure abovethe piston 14; isrelieved byway of the port 50, chamber 56, passage 49 and Whistle 66 andthe pressure from the train line pipe causes said piston to rise. Thepiston brings the port 18 into communication with the pipe 24 thetrain-line pipe to discharge and set the brakes.

The apparatus above described will oper ate independently of the speedof the train or vehicle carrying the same, but it is highly desirablethat for very low speeds where the train is under actual control, toprovide means for rendering the electrical apparatus above describedinoperative, such means being so designed that as soon as the speed isincreased above a predetermined.

value, the electrically-controlled apparatus will. again operate in itsusual manner. For accomplishing this object I may employ, as shown inFig. 1, an electromagnetic device such as the magnet 83 and acentrifugal device arranged to hold the circuit thereof open until thespeed of the train has fallen to the amount at which it is desired torender the electrical-control apparatus inoperative.

In the present instance the magnet 83 is secured to the cap 63 by theinsulating bushing 85 and is provided with an armature 90 carrying apiston rod 91 which passes through the bottom of the cap 63. Anadjusting screw 89 passing through the cap 88 Y may be employed to limitthe movement of said armature and piston rod. The winding of the magnet83 is connected with the battery or other source of electric current 80and the circuit of the latter includes the contact member 84 andcooperating circuit controller 79. The circuit controller 79 is arrangedto be operated by some moving part of the train and in the presentinstance I have shown the same attached to the centrifugal governor 78operated from the wheel 74 of the train through the gears 75, 76 andshaft 77. It will be understood, however, thata variety of mechanismsmay be devised for moving the controller 79 from the contact member 84when the speed of the train rises above that at which it is desired torender the air-brake-control device inoperative.

It will be obvious from an inspection of the drawings that when thespeed of the train falls below a predetermined value, say for example,five miles per hour, the circuit of the battery 80 and electromagnet 83will be closed at the contact member 84 and that the armature 90 will beattracted and will project the end of the rod 91 in the path of thearmature 64, thereby preventing the movement of said armature and itsattached valve 58 until the circuit of the electromagand a connectedblanking electrically-operated valve,

brake-control device inoperative as long as said shunt circuit remainsclosed. In this case the use of the electromagnet 83 and its associatedapparatus is of course rendered unnecessary.

It will be evident to one skilled in the art that various forms of speedregulators and circuit controllers can be used in place of the onedisclosed herein and that various means to accomplish the same resultsmay be employed 1n connection with either closed or open circuits forcontrolling the blanking valve instead of the particular circuit hereindescribed, and also that various arrangements of apparatus can be usedfor connecting the governor with some moving part of the train.

. I claim:

1. In combination, a movable abutment and dischargevalve inthebrake-pipe, sald abutment being adapted to close the brake-pipe andopen the exhaust port to the air by a disturbance of equilibrium ofpressure on its opposite sides, and to open t e brake-pipe and maintainthe closureof the discharge-port by the restoration of such equilibrium,and means for preventing the operation of the said abutment when thetrain is moving at a predetermined speed. I

2. In combination, a movable abutment and a connected blankin anddischarge valve in the brake-pipe, sald abutment being adapted to closethe brake-pipe and open the exhaust port to the air by a disturbance ofequilibrium of pressure on its opposite sides, and to open thebrake-pipe and maintain the closure of the discharge-port by therestoration of such equilibrium, and a centrifugal device operateddirectly from a movin part of the train for preventing the operatlon ofsaid abutment when the train is moving at a predetermined speed.

3. In combination, a valve to stop the flow of air in a brake-pipe andto control the exhaust of air therefrom, a movable abutment connected tothe valve to control the flow of air in said brake-pipe, an exhaustport, an electrically-operated valve, a regulating valve controllingports by which, respectively, an' equilibrium of pressure is establishedand a difi'erent pressure is eflected on opposite sides of the abutment,and means for opening the circuit of said electricallyoperated valvewhen the'train is moving at a predetermined speed.

4. In combination, a valve to stop the flow of air in a brake-pipe andto control the exhaust of air therefrom, a movable abutment connected tothe valve to control the flow of air in sald brake-plpe, an exhaustport, an

valve controlling ports by which, respectively, an equilibrium ofpressure is established and a difi'erent pressure is eifected on aregulating opposite sides of the abutment, means for signed my name inthe presence of two subopeinin the 1eirculilt of saidelectrieally-operscribing witnesses. ate Va ve w en t e train is m'ovinat a redetermined speed, and a centrifugal de ice EDWARD ORCUTT' 5operated directly from a. moving part of the In presence of train forcontrolling said means. B. FRANKLIN Wmssmn, In testimony whereof I havehereunto .Fmcxs W. Jonnson.

